Carl w



(No Model.) 2 Sheets-Sheet 1.

C. W. WEISS. EXPLOSIVE ENGINE.

No. 592,033. Patented Oct. 19,1897.

HW m IME...

(Nq Model.)

I .2 sheetsk-sheet C. WEISS. EXPLOSIVE ENGINE.

' Patented 0G13.. 19,Y 1897.

PATENT CARL W. WEiss, or NEW YORK, N. Y.

`EXPLOSlVE-'ENGINE.

SPECIFICATION forming part of Letters Patent No. 592,033, dated October 19, 1897.

Application filed J'une'lZ, 1896. Serial No. 595,252. (No model.)

To lf/ZZ- wtom 'it may concern:

Beit known that I, CARL WQVEISS, a citizen of' the'United States, residing in the city, county, and State of NewYork, have invented certain new and useful'Improvements in Explosive-Engines, of which the following is a specification, reference being had to the accom panying drawings, forming a part hereof.

This invention relates in general to engines of that'class which depend for propulsive force nponthe combustion or explosion of lthe gas orv vapor orgaseous mixture or compound either inthe cylinder or in a chamber connected directly to the cylinder, and

more especially to engines in which that which forms the basis of the explosive mixture is introduced in the form of a gas or vapor and is mixed with the proper volume of air to form the explosive mixture.

One general object which I have had in View is to improve the construction and operation of engines of the class referred to, so that they shall respond more quickly to the action ofthe governor, and therefore be subject to less variation in speed while running, and incidentally thereto I have sought to iinprove' the construction of the governor em ployed, so that, it shall be and remain more sensitive in action than the ordinary governor and shall not be so quickly affected by wear. I 'have also sought to guard-against firing back or ignition of the charge outside of the working cylinder or explosion-chamber and to improve the character and insure the uniformity of mixture of the explosive charge.

Furthermore, my invention relates in part to the ignition of the charge, with the View to preventing ignition until the Working piston has commenced its forward movement, and with a view to causing the ignition of the explosive charge to be effected simultaneously at different -points or over a wider area, so that the maximum of energy may be derived from the charge, and generallyl have sought to improve the construction of engines of the class referred to in various details, as will more clearly appear hereinafter.

All of the various features of improvement will be fully explained hereinaftenbut it may here be stated with reference to that feature of the operation of engines of this class, which introduction of the explosive mixture and its charactere-that I have provided means whereby pressure of the airV which is introduced to form a part of the explosive mixture shall itself effect the introduction of the gas or vapor which forms the basis thereof, with the result that theamount of air introduced determines the amountV of gas introduced for the same charge, thereby insuring uniformity in the relative proportions of air and gas of each charge, that the air and gasare brought together at substantially equal pressures and are mixed thoroughly as they pass on together into the Working cylinder or explosion-cham ber, thereby insuring a thorough and perfect mixture of the two, and that all gas is removed from those parts ofthe engine where its presence might occasion firing back. This and the other features of my invention I have illustrated, in'order that they may be well understood, in convenient and practical embodiments thereof in the accompanying drawings, in which- Figure 1 is a plan view of an engine to which my improvement is applied. Fig. 2 is a longitudinal central section thereof in a vertical plane. Figs. 3, 4, and 5 are detail views illustrating the improved construction ofthe governor. Fig. 6 is a plan view, partly in horizontal section, of an engine in which certain of the improvements are embodied in a slightlyfdifferent form from that shown in Figs. l and 2. Fig. '7 is a longitudinal central section thereof in a vertical plane.

The cylinder A of the engine may be of ordinary construction, except as hereinafter indicated, and may be provided with a waterjacket A as usual. in der is preferably extended forward to inclose the crank or crank-disks and to receive the bearings of the crank-shaft. The trunk vpiston B may be connected bya pitmanVB to the crank-pin B2, which may be carried by crank-arms or crank-disks Bsecu red directly to the two partsof the crank-shaft C, which lmay have its bearings in the casing A2. The

chamber inclosed by the forward part of the casing A2 constitutes an air-compression chamber, in which the air is compressed at each forward movement of the piston and which is connected through a suitable duct K The casing A2 of the cyl- IOO with the working cylinder A or the explosionchamber through a port c,whieh is so arranged as to be closed against back pressure during the rearward movement of the piston. The cylinder A, having the inlet-port a, is also provided with an exhaust-port c', which is covered by the piston except when the latter approaches the limit of its forward movement. In order that the pressure in the cylinder may be more quickly relieved and also that the exhaust may be mufiied, the exhaustport a opens directly into a chamber a2, from which the exhaust-gases maybe conducted eventually through a pipe a3 to a point of discharge The air-compression chamber A2 is provided with a free port c" for the admission of air to said chamber, this port a being unobstructed by any valve whatsoever and being normally covered by the trunk-piston B, but uncovered as the latter approaches the limit of its rearward movement. As a partial vacuum is formed in the chamber A2 by the rearward movement of the piston, the air rushes in through the port c4 when it is uncovered, and, as there is no valve to bclifted or to obstruct the port, the maximum volume of air will be admit-ted to the chamber to be compressed by the forward movement of the piston and to pass into the working cylinder at the proper time. rIhe construction of the parts thus far referred to is substantially the same in Figs. 1, 2, 6, and 7, except that in Figs. l and 2 the inlet-port c is uncovered by the piston as it reaches the forward limit of its movement, while in Figs. G and 7 the inlet-port cy is formed at the rear end of the cylinder and is closed during the rearward movement of the piston by other means.

I will now describe the means whereby the air compressed in the chamber A2 is caused to effect the delivery of the gas or vapor which constitutes the basis of the explosive mixture, referring first to the particular construction shown in Figs. l and 2. As there represented the gas or vapor is delivered to the engine through a pipe d, which is provided with a check-valve (Z, and communi- Cates with a chamber or cylinder D, in'which is placed the movable diaphragm or piston (Z2, the latter being operated directly by the pressure of the air in the chamber A2. From the chamber or cylinder D the gas is conducted through a pipe (Z3 to a valve-chamberE, from which it is permitted to pass at the proper time into the duct by which the air is conducted from the compressor to the working cylinder A through the port a and at a point interlnediate the compressor and the cylinder. It is obvious that the diaphragm or piston d2 is operated to effect the delivery of the gas when the pressure of air in the chamber A2 rises above the normal and is operated to' fill the chamber or cylinder D with gas when the pressure of air in the chamber A2 falls below the normal, and it will also be obvious that, as the piston (Z2 rises only until the pressure of the gas within the chamber or cylinder D becomes substantially equal to the pressure of the air in the chamber A2, a measured quantity of gas will be delivered at each operation and will bear a certain proportion to the quantity of air delivered. A spring d" may be applied to the stem d5 of the piston d2 to counterbalancc the weight of the latter, and, in order that when the piston d2 falls it may not strike too heavily upon its seat, it is provided with a plug d to enter the port di, through which the air enters the cylinder D below the piston, thereby forming an air-cushion to 'check the descent of the piston as it approaches the limit of its movement. In order that the piston may be exposed over its whole face to the pressure of the air in the chamber A2, as soon as such pressure begins to rise above the normal, the port Z7 being then closed by the plug (ZG, a loose valve d2 is seated in the wall between the chamber A2 and the chamber or cylinder' D, at one side of the port (ZT, which lifts when the pressure in the chamber A2 rises above the normal and permits the pressure to be exerted upon the full face of the piston.

Referring now to the construction shown in Figs. l, 2, G, and 7, which is substantially the same although arranged somewhat dillerently in the two cases, it will be seen that the valve F, which controls the delivery of gas from the valve-chamber E, is represented as carried by a rod f and held to its seat by a spring fl. When the engine is running at a normal speed, the rod is shifted to open the valve and admit a fresh charge of gas at every rotation of the crank-shaft, but when the engine runs too fast the rod is not shifted and the valve is not opened, wherefore one explosion is omitted and the gas is withheld unt-il the shaft of the engine has completed a rotation. The means for shifting the valve do not differ in general from means which have been employed hitherto for controlling the speed of engines of this class, but I have provided certain improvements whereby the speed-controlling device or govern or becomes more sensitive in operation and yet is better calculated to withstand the wear to which it is subjected. As represented in the drawings, the shaft C carries an eccentric C', which operates a short lever c. To the upper end of the lever c is pivoted a screw-threaded shaft c', which carries a flat-faced nut c2 to bear upon a block c2, having an incline c. Then the engine is running at a normal speed, the end of the rod c' will strike the end of the rod f and open the valve, but when the engine is running too fast the momentum of the rod and nut, as the latter travels up the incline c4, will throw the end of the rod c above the end of the rod f, and the valve F will therefore remain upon its seat, preventing the delivery of the fresh charge. The

end of the rodf is usually brought down to a thin edge, so that the governor sha-ll be reasonably sensitive in operation, but in the governors heretofore constructed this edge IOO IIO

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.becomes quicklyy blunted and impairs the sensitiveness of the governor. I have therefore pivoted upon the end ot' the rod f a tongue f2, which has a very sharp edge f3 disposed in a horizontal plane. The tongue f2 is held in normal position by a spring-plunger f4. The end of the rod c is formed with a notchc5 to conform to the end of the tongue f2, such notch being conveniently formed by cutting away the lower portion of the rod c and securing theretoa plate c6, Which has a beveled lip c7. It will be obvious'that, Whenever the parts engage for effective operation, the tongue f2 will enter the corresponding notch c5 and its beveled face will take a full bearing against the bevel c7 ot the rod c', thereby preventing the blunting of the edge f3, Which Would be occasioned by the striking of a flat bearing-face against it. Should the rod c lift slightly, its bevel c7 will engage the under side of the tongue f2 and Will lift the latter to a position Where it will nd a full bearing. Should the engine be running so rapidly as to necessitate a reduction in speed, the end of the rod will be lifted above the edge f3 of the tongue f2 and the opening of the valve will be omitted. It Will be readily understood that by these means it is not only possible to have a very thin edge on the tongue f2, whereby sensitiveness is secured, but the edge will be kept sharp at all times and will not be dulled or rounded by use, so as to impair the sensitiveness of the governor.

For theignitionof the charge in the working cylinder or explosion-chamber I prefer to employ a tube-igniter Gr of ordinary construction, which is seated upon the lateral port a5, formed on the upper surface of a a plurality of diverging channels a8, whichA tubularprojection A3 from the cylinder-head, and is held to its seat by a clamping-plate g. The latter is held in position by a clampingnut g', which engages a threaded stud g2, supported by a projection a6 from the cylinderhead. A jacket g3 to surround the tube G has a projection g4 to rest upon the projection c6 and to engage the stud g2, and is thereby supported in position. The bore a7 of the tubular projection A3 communicates as usual with the explosion or combustion chamber, and I have also provided in the cylinder-head shall distribute the iiame of ignition to as many different points remote from the axis of the cylinder, thereby effecting a simultaneous ignitionof the charge at different points or over an extended area and permitting the maximum efciency of the charge to be obtained.

To the tubular projection A3, directly opposite the igniting-tube G, I have connected a chamber or vessel H, which is preferably in the form of a spirally-coiled tube,as represented in Figs. 2 and 7, having at its lower end a Vwaste-cock h, through which such liquid as accumulates in the chamber may be drawn oft from time to time. The main function of this chamber is to delay the ignition of the charge in the cylinder until the piston shall have commenced its forward movement, thereby preventing the premature explosions which severely strain the Working parts of the engine and occasion a loss of efticiency. That the chamber does operate with this result has been demonstrated. I will proceed to describe the nature of its operation so far as the same is understood by me. As the charge in the Working cylinder is compressed some of it enters the tube G and is ignited, the tube being in a state of incandescence.

The tendency of the flame is to Work backV through the channels al a8 into the working cylinder, and it would do so-but for the fact that the explosive mixture is passing through said channels from the Working cylinder, while the piston is Vmoving to the rear, more rapidly than the flame can travel toward the working cylinder, this result being possible by reason of the existence of the chamber H, which permits some of the gas or mixture which passes through the channels a7 and a8 to be compressed into it. As soon, however, as the piston has reached the limit of its rearward movement and compression of the charge ceases the llame travels through the channels a7 and cts into the cylinder and ignites the body of the charge therein.

As indicated above, other means than those shown in Fig. 2 may be employed through the medium of which the air compressed in the chamber A2 is caused to effect the delivery of the gas or vapor Which forms the basis of the explosive mixture, and I have illustrated another form of such means in Figs; 6 and 7. In the construction there represented the valve F, which permits the entrance of the gas or vapor, is operated, as before, by the governor or controlling mechanism already described, but, in place of a pump which is operated by the pressure of the air to effect the delivery of the gas, an aspirating device may be employed through Which the air,under pressure from the chamber A2, shall pass, and in its passage shall induce the flow of the gas, carrying it on and lmixing it thoroughly with itself as it passes on to the Working cylinder or explosion-chamber. It Will be obvious that the aspirating device might be arranged in many different Ways to accomplish the desired purpose. In Figs. G and 7 I have represented the gas-supply pipe d as connected to a chamber D', from which ports di open into the seat d10 of the valve F, so that as the air rushes from the chamber A2 through the channel ctx and between the valve F and its seat it draws the gas with it from the chamber D and effects its deliv ry into the Working cylinder or explosion-c amber. It is obvious that, inasmuch as the action of the aspirator depends upon the velocity and consequently upon the pressure of the impelling fluid, the quantity of gas delivered at each operation will depend upon the pressure of the air in the chamber A2 and will beara definite relation to the quantity of air delivered,

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thereby insuring, as before, an explosive mixture 0f uniform strength.

In the construction shown in Fig. 2 it will be observed that the inlet-port c andthe outlet-port a are so arranged relatively to each other that the outlet or exhaust port a shall be opened first, thereby allowing the heated gases in the working cylinder to rush out and the pressure therein to fall. rIhen the inletport a opens and the fresh air enters, carrying before it the heated gases. Quickly after the opening of the port a the valve F is opened, and the air and gas flow on together and are thoroughly mixed as they enter the explosion-chamber. The valve F closes before the port a is closed, and, as the valveseat projects into and is surrounded by the air-channel (LX, every vestige of gas is carried out of the channel bythe continued ilow of the air. In this manner firing back is ef fectually prevented under all conditions. A similar result is produced by slightly differ'- ent means in the construction shown in Fig. 7. In this case the air-channel is extended around the aspirating device and communi- Cates with the inlet-port Ct through a port which is closed by a supplemental valve I, the latter being held to its seat normally by a spring z'. YVhen the pressure in the working cylinder falls, by reason of the opening of the exhaust-port c', below the pressure in the compression-chamber A2, and before the valve F is opened, the valve I opens automatically and permits the fresh air to enter, driving before it the heated gases. Likewise after the valve F is closed the valve I remains open or opens automatically for an instant and permit-s the pure air to iiow past the valve F, carrying with it whatever gas may remain in the channel outside of the valve F.

The mode of operation of each of the several features of my invention has been fully explained in connection with the description of the construction of each, and, as the operation of the engine as a whole is substantially similar to that of ordinary engines of this type, no further explanation will be necessary except to call attention to the fact that, inasmuch as the fresh charge, both of air and of gas, is ready for delivery at the end of each forward stroke of the piston, the engine will respond quickly to the action of the governor, no more than a half-revolution being required to prepare for another explosion should the speed of the engine fall after the governor has acted to prevent the delivery of the gas or vapor. It is to be understood, moreover, that my invention might be embodied in other forms of mechanism than that which I have illustrated herein and therefore I do not desire to have my invention limited to the precise construction and arrangement of parts which I have shown herein.

I claim as my inventionl. In an explosive-engine, the combination of a working cylinder and piston, an air-compressor, a duct through which the air is free to ilow from the compressor to the cylinder when the pressure in the cylinder is less than that in the compressor, a conductor for gas or vapor connected to said duet at a point intermediate the compressor and the cylinder, a valve to close the extremity of said conductor, and means to open and close said valve while the piston is at the forward' portion of its stroke, whereby the air from the compressor clears the gases from the duct before the valve is opened and after the valve is closed at each operation.

2. In an explosive-engine, the combination of a working cylinder and piston, an air-compressor, a duct through which the air is free to flow from the compressor to the cylinder when the pressure in the cylinder is less than that in the compressor, a conductor for gas or vapor connected to said ductat a point intermediate the compressor and the cylinder, a valve to close the extremity of said conductor, means operated by the pressure of the air to effect the movement of the gas or vapor through said conductor when the valve is open, and means to open and close said valve while the piston is at the forward portion of its stroke, whereby the air from the compressor clears the gases from the duct bcfore the valve is opened and after the valve is closed at each operation.

3. In an explosive-engine the combination of a gas or vapor supply, an air-compressor connected to the working cylinder to deliver air thereto, a second cylinder communicating with said air-compressor through a port and having the gas or vapor supply connected thereto, a check-valve for said gas or vapor supply and a piston movable in said second cylinder to deliver gas or vapor to the working cylinder and operated directly by the pressure of air in said compressor, said piston having a plug to enter said port to form an air-cushion as the piston returns to normal position.

Lt. In a governor, the combination with a rod reeiprocated longitudinally and lnovable laterally with variations in the speed, of a valve-stem and a tongue pivoted upon said valve-stem and adapted to be engaged by said rod to shift the valve.

5. In a governor, the combination with a rod reciprocated longitudinally and movable laterally with variations in speed, of a longitudinally-movable valve-stem in line with said rod and a tongue pivoted upon said valvestem and adapted to be engaged by said rod to shift the valve.

G. In a governor, the combination with a rod reciprocating longitudinally and movable laterally with variations in speed, of a longitudinally-movable valve-stein in line with said rod, a tongue pivoted upon said valvestem and adapted to be engaged by said rod to shift the valve, and a spring-plunger carried by said valve stem to maintain said tongue in normal position.

7. In a governor, the combination with a IOO IIC

rod reciprocating longitudinally and movablev laterally with variations in speed, of a Valvelstem movable longitudinally in line With said rod and a tongue pivoted uponV said valvestem and having a sharp edge, said rod having a beveled notch to engage and conform to the sharpened edge of said tongue.

8. In an eXplosiVe-enginmth'e combination with the Working cylinderl of an igniter, the

head of said cylinder having diverging chan- Io In presence ofl W. B. GREELEY, ALFRED W. KIDDLE. 

